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EUROPEAN ORGANISATIONFOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

This document is issued as an EATMP Guideline. The contents are not mandatory.They provide information and explanation or may indicate best practice.

European Manual of PersonnelLicensing - Air Traffic Controllers

Guidance on Implementation

Edition Number : 1.0Edition Date : 29.11.2001Status : Released IssueIntended for : EATMP Stakeholders

Page ii Released Issue Edition Number: 1.0

DOCUMENT CHARACTERISTICS

TITLE

European Manual of Personnel Licensing - Air TrafficControllers

Guidance on ImplementationEATMP Infocentre Reference: 010813-1

Document Identifier Edition Number: 1.0

HUM.ET1.ST08.10000-GUI-01 Edition Date: 29.11.2001

Abstract

This document is intended to assist those Air Traffic Control (ATC) Service Provision orRegulatory Administrations who have decided to implement the provisions of the'European Manual of Personnel Licensing – Air Traffic Controllers' (EATMP, 2000a) inorder to fulfil the requirements of the EUROCONTROL Safety Regulatory Requirement –ATM Services’ Personnel (ESARR5) with regard to air traffic controllers (SRC, 2000).

Keywords

Air Traffic Controller Licence ValidationRating Endorsement Competency

Contact Person Tel Unit

N. CLINTON 3953 Human Factors and Manpower Unit (DIS/HUM)

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Draft � EATMP Stakeholders � Extranet �

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Released Issue � Printed & electronic copies of the document can be obtained fromthe EATMP Infocentre (see page iii)

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European Manual of Personnel Licensing – Air Traffic ControllersGuidance on Implementation

Page iv Released Issue Edition Number: 1.0

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the presentdocument.

EDITIONNUMBER EDITION DATE INFOCENTRE

REFERENCE REASON FOR CHANGE PAGESAFFECTED

0.1 August 2000 Draft All

1.0 29.11.2001 010813-1 Released Issue All


Edition Number: 1.0 Released Issue Page v

CONTENTS

DOCUMENT CHARACTERISTICS......................................................................................ii

DOCUMENT APPROVAL .....................................................................................................iii

DOCUMENT CHANGE RECORD .......................................................................................iv

EXECUTIVE SUMMARY........................................................................................................1

1. THE EUROCONTROL PROJECT TO DEVELOP A HARMONISEDEUROPEAN ATC LICENCE ...................................................................................3

1.1 Introduction ...................................................................................................................31.2 The Licensing Project...................................................................................................41.3 Representation and Consultation .................................................................................51.4 ICAO Licensing Standards ...........................................................................................51.5 Development of a Harmonised ATC Licence...............................................................61.6 Training - Common Core Content ................................................................................61.7 Review of Medical Standards .......................................................................................71.8 The Safety Regulation Commission and the Safety Regulation Unit ..........................7

2. IMPLEMENTATION OF THE HARMONISED EUROPEAN ATC LICENCEIN INDIVIDUAL STATES .........................................................................................9

2.1 Introduction ...................................................................................................................92.2 Regulation and Legislation ...........................................................................................92.3 Regulation of Training.................................................................................................102.4 Initial Training..............................................................................................................102.5 Unit Training................................................................................................................102.6 Medical Certification....................................................................................................112.7 Licence Administration and Institutional Arrangements.............................................112.8 Awareness ..................................................................................................................122.9 Database.....................................................................................................................122.10 Example European Net Diagram................................................................................122.11 Example Implementation Process .............................................................................13

3. CONVERTING EXISTING LICENCE/CERTIFICATE OR STATE ATCQUALIFICATIONS TO THE EUROPEAN LICENCE FORMAT..................... 15

3.1 Introduction .................................................................................................................153.2 Transfer of Existing ATC Qualifications to the European Licence Format................153.3 Unit Endorsements .....................................................................................................153.4 State Rating Endorsements .......................................................................................163.5 Equivalent ICAO Qualifications ..................................................................................163.6 Licence Endorsements ...............................................................................................16


Page vi Released Issue Edition Number: 1.0

4. HARMONISED LICENSING ISSUES................................................................. 214.1 Harmonisation Options ...............................................................................................214.2 Other Considerations..................................................................................................21

ANNEX 1: GENERIC UNIT TRAINING PLAN ............................................................... 231. Introduction .................................................................................................................232. Personnel Responsibilities .........................................................................................243. Competence Training .................................................................................................254. Emergency Training....................................................................................................305. Assessment Requirements ........................................................................................326. Training Records ........................................................................................................33

ANNEX 2: DRAFT EUROPEAN ATC LICENSING PLAN........................................... 35

ANNEX 3: ATC REGULATION AND LICENSING IN THE UNITED KINGDOM..... 371. Regulatory Methods in the UK....................................................................................382. An Example: Licensing Implementation Plan in the UK.............................................403. Draft UK European ATC Licensing Plan ....................................................................494. Bar Chart of UK Implementation.................................................................................51

REFERENCES ...................................................................................................................... 55

ABBREVIATIONS AND ACRONYMS .............................................................................. 57

CONTRIBUTORS................................................................................................................. 61


Edition Number: 1.0 Released Issue Page 1

EXECUTIVE SUMMARY

This document is intended to provide advice and assistance to those responsible forimplementing the Air Traffic Controller licensing scheme which is laid out in the document‘European Manual of Personnel Licensing – Air Traffic Controllers’ (EATMP, 2000a).


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1. THE EUROCONTROL PROJECT TO DEVELOP A HARMONISEDEUROPEAN ATC LICENCE

1.1 Introduction

The European Civil Aviation Conference (ECAC) is an inter-governmentalorganisation consisting of 38 States. Although it works in close liaison with theInternational Civil Aviation Organization (ICAO), it is an autonomous body inthat it is neither a completely independent agency nor a body subordinate toICAO. ECAC aims to promote the continued development of a safe, efficientand sustainable European air transport system. As a contribution to satisfyingthis aim ECAC has implemented a programme, which is designed toharmonise and integrate Air Traffic Control (ATC) systems and to increasecapacity. This programme, the European Air Traffic Control Harmonisationand Integration Programme (EATCHIP), which was renamed the European AirTraffic Management Programme (EATMP) in 1999, is executed and managedon ECAC’s behalf by EUROCONTROL. Added impetus to the formerEATCHIP Work Programme (EWP), in respect of personnel licensing, wasprovided by European Union (EU) directives - in particular, that of the 'freemovement of labour'. Reference to this directive was made in the document’ECAC Strategy for the 1990’s’ (ECAC, 1990).

This project relates to Specialist Task 8 (ST08), 'Establish Standards forPersonnel Licensing' of the former EATCHIP Human Resources ManagementHarmonisation Work Programme, specifically the Human Resources Domain(HUM) Business Plan, Executive Task 1 (ET1). At the Executive Task level theproject deliverable is a European Manual of Personnel Licensing, with itscritical success indicator being the approval of the 'European Manual ofPersonnel Licensing - Air Traffic Controllers' (EATMP, 2000a).

To provide an executive overview of the project the Domain Executive ViewDescription, DEV4 Licensing, defines the objective of the project as'development of harmonised legal and institutional procedures for the issue ofcontroller certification in the form of licences and specifications of commoncriteria and documentation to promote consistency in the quality of service andsafety throughout a harmonised Air Traffic Management (ATM) system'.

The purpose of Specialist Task 8 is defined as 'establish the precise criteriawhich have to be met for the issue of personal ATS operators licences', itsobjective being 'development and continuous assessment of commonstandards of qualification and competence'. The deliverables are 'documentedcommon licensing requirements across the ECAC area' and 'Europeanmanual for licensing practice, including standards'. Its critical success indicatoris 'acceptance of common licensing standards'.

The contract to complete ST08 on behalf of EUROCONTROL was awarded tothe Safety Regulation Group (SRG) of the United Kingdom Civil AviationAuthority (UK CAA) on 17 January 1996.



Harmonisation of training requirements was undertaken by the Task ForceCommon Core Content (TF-CCC) set up in 1995 by the EATCHIP HumanResources Team via its Training Sub-Group (TSG). The TF-CCC hasproduced common syllabi for all rating training (EATMP, 2000b).

1.2 The Licensing Project

Although the United Kingdom was specifically contracted to complete ST08the project was overseen in accordance with the EATCHIP (now EATMP)team structure in the same manner as other EATMP projects. The project toestablish standards for personnel licensing was overseen by the EATMPHuman Resources Team (HRT) consisting of staff from nationaladministrations, the EUROCONTROL Agency, official international andrepresentative bodies. Where the work to be completed cannot be undertakenby the Team, the management structure allows the Team to propose theformation of sub-groups. Where the work is too intensive and complex to beundertaken by the Team or the Sub-Group, a Task Force may be proposed tocomplete the task. For ST08 a Licensing Sub-Group was formed, but the UKCAA project team, in accordance with the contractual agreement, undertookthe work normally addressed by a Task Force.

In the case of Specialist Task 8, the UK project relied on the cooperation ofEUROCONTROL and a number of European States which providedrepresentatives to work with the UK project team on a Licensing Work Group(LWG). This Group scrutinised and debated all aspects of the licensingproject. The countries represented on the LWG are The Netherlands, France,Denmark, Ireland, Portugal and Germany. The Danish representative alsorepresented the interests of the other Nordic States. In addition to the UKproject team there was also a representative from the TF-CCC and from theInternational Federation of Air Traffic Controllers' Associations (IFATCA) aswell as the EUROCONTROL Licensing Project Manager and latterly arepresentative from the EUROCONTROL Safety Regulation Unit (SRU).

In addition to membership of the LWG the majority of volunteerrepresentatives from other States were also members of the Licensing TaskForce (LTF) and a number were on the HRT. Because of this the LTF wasdisbanded and the LWG deliverables are directly considered by the HRT.

Project deliverables accepted by the LWG were published in the draft'European Manual of Personnel Licensing - Air Traffic Controllers' (EATMP,2000a) of which six editions were produced during the project, and forwardedto the HRT for further consideration. Work was approved or referred back tothe LWG with comments for further consideration and development. Followingendorsement by the HRT, each version of the draft Manual was distributed tothe EATCHIP Liaison Officers or other nominated representative in eachECAC Member State. The Liaison Officers (now EATMP Focal Points)undertake consultation in their own States and direct their comments to theHRT.



A seventh and final edition of the document was produced as a proposedissue and this was agreed by the HRT for release in its April 2000 meeting.Other project deliverables were also subjected to approval of the HRT.

1.3 Representation and Consultation

Not all the Member States of ECAC are directly involved in the project bybeing represented on the LWG or the HRT; indeed this could not be the caseon the LWG because of the number of States involved. In this respect they donot have a direct say in the development of the licensing standards andprocedures. To overcome this, EUROCONTROL has protocols for consultingwith States and providing information about the progress of the various workpackages.

In respect of the European licensing project, provisions for consultation builtinto the project required the EATCHIP Liaison Officer in each of the ECACStates to be kept advised of all stages of the project and to be provided withthe deliverables for comment. To enhance the consultation process, therepresentatives on the LWG also took on the responsibility for being the focalpoint for groups of States not represented on the LWG or the HRT. Additionalbriefings were given by the LWG in a number of States to which otheradjacent States' representatives were invited. Representatives from most ofthe ECAC States have attended these briefings.

It was recognised that there could be a conflict of interest between the airtraffic regulators and the service providers. In the LWG there is a balance ofrepresentation between providers and safety regulators.

1.4 ICAO Licensing Standards

ICAO publishes Standards and Recommended Practices for personnellicensing in Annex 1 to the Convention on International Civil Aviation (ICAO,1988). In addition to general rules concerning licences, Annex 1 alsospecifically addresses the licensing of air traffic controllers. Member States ofICAO issuing air traffic controller licences in accordance with Annex 1requirements are expected to advise ICAO of non-compliance with any of thestandards. States are also requested to advise non-compliance with therecommended practices. Except for a few minor differences, all the ECACStates comply with the Annex 1 requirements for air traffic controller licensing.

Under the present standards States may either require air traffic controllers tohold air traffic controller licences or, where air traffic controllers are Stateemployees meeting the same standards as licensed air traffic controllers, theymay operate under individual State arrangements.

The Annex 1 general rules concerning licences accept the principle that aContracting State may render valid a licence issued by another ContractingState by the issue of a suitable authorisation. It does not, however, require or



recommend to Contracting States that they accept the licensing qualificationsof Air Traffic Services (ATS) personnel from other Contracting States.

1.5 Development of a Harmonised ATC Licence

The project team was mindful that any radical departure from the licensingstandards already published in Annex 1 to the Convention on InternationalCivil Aviation (ICAO, 1988) would be difficult to implement. The terminologyinvolved in the provision of ATC services is well established and universallyunderstood within the member States of ICAO. Major changes would have aconsiderable impact on the ATC service providers, established ATC licensingsystems and the law under which these licences are implemented. Radicalchanges would also result in the licensing standards of member States ofECAC being significantly different from those of other member States of ICAO.

While being aware of these constraints, the project team is also conscious thatthe controller's task is changing. The increase in traffic levels has led to theintroduction of new equipment and the use of more complex and specialistoperating techniques. To satisfy the continuing development in the provision ofair traffic control services, the project team saw the need to develop a moreflexible licensing scheme. Such a scheme was also seen as a way ofencouraging a modular approach to training, which could be directed tosatisfying operational requirements for the use of more specialist operationaltechniques. It should also ensure that the harmonised ATC licence wouldmeet licensing requirements of all the ECAC States.

The European Licensing Manual (EATMP, 2000a), which is the outcome ofthe project, provides a comprehensive system for the licensing and regulationof air traffic controllers. States participating in the harmonised Europeanlicence will be required to comply with all the licensing requirements listed inthe Manual. However, compliance with the guidance in the Manual is notrequired but is recommended to enable a greater degree of harmonisation andunderstanding of the processes and procedures between participating States.

1.6 Training - Common Core Content

In addition to the development of common licensing standards, the EATMPrequires the development of guidelines for the training of ATS staff in ECACMember States. As part of this programme EUROCONTROL staff assisted byrepresentatives from a number of ECAC Member States developed CommonCore Content training syllabi for all the ATC licence rating disciplines (EATMP,2000b). This task was conducted in parallel with the licensing project and aMember of the TF-CCC who attended LWG meetings integrated workbetween the projects. The syllabi are documented in the ICAO TRAINAIRformat, providing objectives and stating the levels to which knowledge andskills are to be taught.

The 'European Manual of Personnel Licensing - Air Traffic Controllers'(EATMP, 2000a) has, as one of its Safety Regulatory Requirements -



Training, a requirement that initial courses of training must as a minimumsatisfy the EATMP guidelines on Common Core Content (EATMP, 2000b).

Compliance with the licensing requirements in conjunction with meeting thesetraining guidelines should bring identifiable benefits to both the serviceproviders and airspace users. The provision of a standard minimum level oftraining and the introduction of phased unit training is aimed at improving thelevel of expertise of air traffic controllers and consequently the standard of airtraffic service provided. Requirements for ongoing competence, refresher andemergency training should also contribute to developing and maintainingcontrollers’ skills and improve the air traffic services provided.

1.7 Review of Medical Standards

Although not part of ST08 the LWG, supported by the HRT, considered itappropriate to review the ICAO Class 3 medical standards (see ICAO, 1988)that are applied to air traffic controllers and the Joint Authorities Requirements(JAR) FCL3 medical requirements (JAR, 1997). This task was undertaken bySRG, supported by an ATCO Medical Requirements Study Group (AMRSG)consisting of representatives from the LWG and medical experts from TheNetherlands, France, EUROCONTROL, the United Kingdom and Portugal.The Study Group considered the appropriateness of all the existing medicalstandards in great detail and in the light of the latest medical thinking. Whereagreement could not be obtained the AMRSG sought the advice of medicalexperts from outside the Group. The revised medical standards will form therequirements for a European Class 3 Medical Certification of Air TrafficControllers. The European Licensing Manual (EATMP, 2000a) has, as one ofits Safety Regulatory Requirements - Medical, a requirement that student airtraffic controllers and air traffic controllers may not exercise the privileges oftheir licences unless they hold a European Class 3 Medical Certificate.

The document titled 'Requirements for European Class 3 Medical Certificationof Air Traffic Controllers' (EATMP, 2000c) refers.

1.8 The Safety Regulation Commission and the Safety Regulation Unit

Since the project to develop a Harmonised European ATC licence wasinitiated, both the EUROCONTROL Safety Regulation Commission (SRC) andSafety Regulation Unit (SRU) were established under the revisedEUROCONTROL Convention. The objective of the SRC is 'to provide adviceto ensure through cooperation between States on safety regulation, consistenthigh levels of safety in ATM within the ECAC area'. The SRC is supported bythe Safety Regulation Unit (SRU) which is responsible for the preparation ofharmonised safety regulatory objectives and requirements for the ATMsystem.

The SRC/SRU has produced the EUROCONTROL Safety RegulatoryRequirement for ATM services’ personnel (ESARR5) (SRC, 2000) which setsout the general requirements for the designated authority, providers of



services and persons who undertake tasks in the provision or support of airtraffic services which are safety-related. The Safety Regulatory Requirementsrelating to air traffic controllers set out the requirements to be applied by thedesignated authority which regulates air traffic control personnel. They alsocontain requirements applicable to the providers of air traffic services andindividual licence holders.

The European Licensing Manual (EATMP, 2000a) is expected to be adoptedas an Acceptable Means of Compliance (AMC) with ESARR5, which must beimplemented by EUROCONTROL Member States by 9th November 2003.



2. IMPLEMENTATION OF THE HARMONISED EUROPEAN ATCLICENCE IN INDIVIDUAL STATES

2.1 Introduction

As ECAC States presently use the procedures in ICAO Annex 1, 'PersonnelLicensing' (ICAO, 1988), on which to base the regulation of their air trafficcontrollers, the guidance on implementation expects that all States eitheralready issue their air traffic controllers with ATC licences and/or certificates ofcompetence, or that their air traffic controllers are State employees having thesame qualifications as licensed air traffic controllers. It is therefore expectedthat States will have detailed records of their air traffic controllers, includingtheir personal details and ATC qualifications and experience.

2.2 Regulation and Legislation

States implementing the harmonised European ATC licence will be required tocomply with the ESARR 5 (SRC, 2000). This requires States to at leastidentify the ATS regulator and provider(s), if not to actually separate theirfunctions, to ensure they both meet the requirements placed upon them.Legislative changes may be required to give the regulator the necessarypowers to ensure compliance with ESARR 5.

States should also consider what legislative changes might be required toimplement the requirements associated with the harmonised European ATClicence. In particular, legislation may be required to support its associatedsafety regulation procedures and the requirement to hold its particular ratings,rating endorsements and licence endorsements, as these differ from theexisting ICAO ratings. Legislation may be required to enable States to acceptthe ATC licence qualifications of controllers issued by other States and topermit the State to conduct whatever tests and to require any training itconsiders necessary.

States’ existing licensing and/or safety regulatory requirements may also haveto be amended to satisfy the harmonised European ATC licence requirements.In developing these safety regulatory requirements, States should alsoconsider conforming to the guidance associated with the licensingrequirements, although they are not obliged to do so. Compliance with theguidance would lead to a greater degree of harmonisation and understandingbetween States of each other’s licensing processes. This will be important toStates when they are considering accepting the licence qualifications of acontroller from another State, particularly the safety aspects associated withtraining and competency.



2.3 Regulation of Training

The training requirements associated with the harmonised ATC licence aredesigned to ensure that air traffic controllers have the appropriate knowledgeand skills to undertake their controlling tasks. The designated authority has theresponsibility for ensuring that initial training conducted at institutions and unittraining meet the licensing requirements.

2.4 Initial Training

One of the requirements for the issue of a harmonised air traffic controllerlicence is that rating training courses must, as a minimum, meet EATMPguidelines for the Common Core Content (EATMP, 2000b).

The designated authority should require training institutions to demonstratehow their courses meet these training guidelines or, if they cannot, their plansto amend their training to meet the requirements.

It is accepted that it may not be possible for all States to meet the trainingrequirements by November 2003 (the deadline for implementation ofESARR 5) and that, to avoid any interruption to the training of controllers, atransition period may be required. During such a period States should makeavailable information about the compliance of their training courses with theEATMP guidelines to other States participating in the harmonised EuropeanATC licence.

2.5 Unit Training

Units will be required to have unit training plans approved by the designatedauthority. EUROCONTROL provides advice on unit training in the EATMPdocument titled 'Air Traffic Controller Training at Operational Units' (EATMP,1999). Although not a requirement, compliance with the guidance given in thisdocument would ensure that unit training was conducted throughout the ECACStates to a satisfactory standard. To assist in the regulation of unit trainingplans, an example standard format can be found at Annex 1. The regulation ofunit training will also include requiring providers to have procedures forensuring the competence of On-the-Job Training Instructors (OJTIs).

It is recognised that existing controllers will have trained on initial courses,prior to the development of the Common Core Content, which do not, whenviewed in retrospect, meet the new training requirements. While controllers willcontinue to gain knowledge and skill during their careers by updatingthemselves in new operating procedures, new aircraft types and performance,etc., this should not be regarded as a substitute for formal continuationtraining. Units should therefore develop appropriate continuation training toassist controllers in the development and maintenance of competence.



2.6 Medical Certification

States participating in the harmonised European ATC licence will be requiredto comply with the European ATCO medical requirements (see EATMP,2000c) and ESARR 5 (SRC, 2000). A State’s Aeromedical Section (AMS) willbe responsible for implementing and applying the European Class 3 medicalstandards. The AMS may authorise an Aeromedical Centre (AMC) to carry outinitial and renewal medical examinations and issue medical certificatesassociated with the harmonised ATC licence. It may also appoint ApprovedMedical Examiners (AMEs) to carry out renewal medical examinations andissue medical certificates.

In States that have not previously required air traffic controllers to undertakemedical examinations to ICAO Class 3 standards (see ICAO, 1988), it ispossible that some may fail to meet the European medical standards. It maynot be practical to withdraw these controllers from operational duty, not onlybecause of the time needed to recruit and train replacement controllers, butalso because of the projected retirement rate and the general shortage of airtraffic controllers.

Controllers who have a particular medical condition, which was acceptableunder the ICAO Class 3 or domestic standards, but not under the EuropeanClass 3 medical standards (EATMP, 2000c), may be permitted to continue toprovide an ATC service under existing State rules. However, if such acontroller develops a new medical condition, which is disqualifying under theEuropean Class 3 medical requirements, the existing medical certificateshould be withdrawn or not reissued. Aeromedical and operational air trafficexpertise should be sought to determine the risks of permitting controllers whodo not meet the new European Class 3 medical requirements to continue toprovide an operational air traffic control service.

It may be that some controllers will be found to have medical problems wherethere is a high probability that they could become suddenly incapacitated. Itwould be inappropriate to permit such controllers to continue to provide an airtraffic control service. From the time a State implements the harmonised ATClicence, all applicants for student air traffic controller or air traffic controllerlicences must hold a current European Class 3 medical certificate.

2.7 Licence Administration and Institutional Arrangements

It is important that States participating in the harmonised European ATClicence are confident that other participating States are applying the samelicensing standards by issuing licences in accordance with the licensingrequirements. States should ensure that applicants fully meet the criteria forthe issue of licences and that the processes and procedures they undertake toobtain a licence, including, for example, initial rating and unit training, fullysatisfy the licensing requirements.

The designated authority should review its arrangements for the regulation oftraining institutions and ATC units. It must ensure that its own procedures will



meet its obligations under ESARR 5 (SRC, 2000). It must also ensure that theproviders of air traffic services have the necessary procedures in place tomeet their obligations under these requirements.

It would be expected that the provider’s safety management systems ensurethat all of its units have common internal procedures. However, the designatedauthority may still need to audit or monitor the air traffic services provided toensure consistency of standard. Where there are a number of independentATS providers, the designated authority may have to impose common internalprocedures and will almost certainly have an increased role in ensuring aconsistent standard of air traffic service across the units.

Where a designated authority will have to increase regulation to meet therequirements of the harmonised ATC licence, it may wish to consider at anearly stage who will bear the cost of any additional regulation and who will beresponsible for implementing the licensing requirements. The regulatoryburden on service providers may be eased by permitting units to satisfyparticular regulatory requirements by internal procedures, on condition thatthey can demonstrate that these are robust and will achieve the same aims asexternal regulation.

2.8 Awareness

Consideration should be given to documentation required to ensure thatproviders of air traffic services and individual licence holders are aware of theprocesses and procedures by which the designated authority will require themto satisfy the European ATC Licence requirements. Such information shouldbe made available to other ECAC States that participate in the harmonisedEuropean ATC Licence.

2.9 Database

A licensing database has been developed to enable designated licensingauthorities to maintain licensing records and to print licences. It has beenspecifically designed for use with the guidance on administration proceduresand the proposed licence pages. The database will be available fromEUROCONTROL.

The transfer of data from the previous record keeping system should becomprehensive, with the controllers’ current and previously held ATCqualifications being recorded. Where possible, previously held ratings shouldbe converted to the new licensing format and entered on the database.

2.10 Example European Net Diagram

An example of a European net diagram listing the processes that will need tobe considered for the introduction of the European licence is at Annex 2.



2.11 Example Implementation Process

An example of the implementation process being adopted in the UnitedKingdom is at Annex 3.



3. CONVERTING EXISTING LICENCE/CERTIFICATE OR STATE ATCQUALIFICATIONS TO THE EUROPEAN LICENCE FORMAT

3.1 Introduction

The ratings and rating endorsements developed for the harmonised EuropeanATC licence can be directly substituted for the air traffic control licence ratingscontained within ICAO Annex 1, 'Personnel Licensing’ (ICAO, 1988). Althoughthe names of the ratings have changed they still relate to the provision ofAerodrome Control, Approach Control and Area Control.

The rating endorsements associated with the European ATC licence ratingshave been introduced to recognise that, within the ratings, there are additionalspecialist disciplines that did not exist when the ICAO ATC licencerequirements were first introduced and to indicate the type of equipment usedto support the service provided. These additional sets of skills may requirespecialist training and should be viewed as separate entities within a ratingwhen determining a controller’s competence. The addition of ratingendorsements has also enabled the ratings to be disassociated from the typeof equipment used. An example of this is the ICAO Approach Radar rating,which in the European ATC licence becomes the Approach Surveillance ratingwith a Radar endorsement. This disassociation of the rating from theequipment enables the use of other surveillance systems to be integrated intothe European ATC licence qualifications. The LWG selected AutomaticDependent Surveillance (ADS) for an additional endorsement, as it is the mostlikely next generation surveillance system. When other surveillance systemsare developed they can also be recognised by an endorsement to asurveillance rating.

3.2 Transfer of Existing ATC Qualifications to the European LicenceFormat

The harmonised European ATC licence has a field for recording the rating andrating endorsement disciplines in which a controller has previously held a validrating. This was introduced to enable designated authorities to determine theprevious experience of controllers who hold ATC licences issued by otherStates that participate in the harmonised European ATC licence. Whentransferring equivalent ratings from a controller’s existing licence to theEuropean format, previously held valid ratings should be indicated.

3.3 Unit Endorsements

Unit endorsements detail the sectors or the operational positions at ATC unitsat which controllers are competent to provide air traffic control services.



Area Control Centre controllers may be competent on a number of sectors, thefull designation of which would not fit on the licence document. It is thereforeappropriate that units use an abbreviation/code for designating sectors, or acollective abbreviation/code where controllers are required to be competent ona group of sectors.

If a State has a particular requirement for the inclusion on the licence of theindividual types of surveillance equipment used to provide the air trafficservices on each individual sector this could take up a considerable amount ofspace on the licence. Therefore, it may be more appropriate, particularlywhere composite radar information is used, to have an abbreviation for theradar system as a whole. The details of the individual radar’s, their location,coverage and the systems used to matrix the radars should be available inother required documentation.

Endorsements at aerodromes will use the three letter abbreviations indicatedon the ATC licence, for example ‘GMC’ for 'Ground Movement Control'. Wherepositions are subdivided during periods of high traffic loading it may beappropriate to indicate individual operational positions.

3.4 State Rating Endorsements

States may have a requirement for additional national rating endorsements forparticular types of air traffic control services, which lie outside the scope of theharmonised European ATC Licence.

3.5 Equivalent ICAO Qualifications

Included in the following pages are tables indicating the ratings associatedwith the ICAO ATC licence procedures and the equivalent European licenceratings and endorsements.

3.6 Licence Endorsements

To recognise the specialist skills, knowledge and successful qualificationobtained by an On-the-Job Training Instructor (OJTI) a licence endorsementhas been created. This endorsement will be validated in operational positionsand/or sectors as required and recorded in the current validation section of thelicence.



AERODROME CONTROL

Type of Unit andController Function

ExistingRating

HarmonisedEuropean

Rating

RatingEndorsement

Aerodrome withoutinstrument approach ordeparture procedures oran associated approachcontrol service

AerodromeControl

AerodromeControl Visual(ADV)

If required,State-specificonly

Aerodrome withinstrument approach anddeparture proceduresand an associatedapproach control service

AerodromeControl

AerodromeControlInstrument(ADI)

If required,State-specificonly

Controller provides anaerodrome controlservice at a unit whereaerodrome control is notdifferentiated intoGround MovementControl (GMC) and AirControl (AIR)

AerodromeControl


Tower Control(TWR)

Controller providesGround MovementControl (GMC) only

None AerodromeControlInstrument(ADI)

GroundMovementControl(GMC)

Controller with GroundMovement Control(GMC) or Tower (TWR)Control ratingendorsements usesAerodrome SurfaceMovement and Guidancesystems (GMS)

AerodromeControl


GroundMovementSurveillanceControl(TWR or GMC+ GMS)

Controller provides AirControl (AIR) only

AerodromeControl


Air Control(AIR)

Controller with AirControl (AIR) or TowerControl (TWR) ratingendorsement usessurveillance radar (RAD)in the provision of anaerodrome controlservice

AerodromeControl


Radar(TWR or AIR+ RAD)



APPROACH CONTROL

Type of Unit andcontroller function

ExistingRating

HarmonisedEuropean

Rating

RatingEndorsement

Approach control unitestablished at an aerodromeor area control centre.Controller provides anapproach control servicewithout the use of anysurveillance equipment

ApproachControl

Approach ControlProcedural (APP)

If required,State specificonly

Approach Control Surveillance


ExistingRating

HarmonisedEuropean

Rating

RatingEndorsement

Approach control unitestablished at an aerodromeproviding an approach controlservice with the use ofsurveillance equipment

ApproachRadarControl

Approach ControlSurveillance(APS)


The surveillance equipment isradar



Radar (RAD)

The surveillance radar is usedto provide Surveillance RadarApproaches (SRAs)



SurveillanceRadarApproach(SRA)

The controller provides GroundControlled Approaches usingPrecision Approach Radar(PAR)

PrecisionApproachRadar


PrecisionApproachRadar (PAR)

The surveillance equipment isAutomatic DependentSurveillance (ADS)

None Approach ControlSurveillance(APS)

AutomaticDependentSurveillance(ADS)

The controller provides aservice in Terminal ControlAirspace and associatedadjacent sectors as designatedby the State, with the RAD orADS endorsement.



TerminalControl (TCL)



AREA CONTROL


ExistingRating

HarmonisedEuropean

Rating

RatingEndorsement

An area control service isprovided from an AreaControl Centre withoutthe use of anysurveillance equipment.

Area Control Area ControlProcedural(ACP)


Area Control Surveillance


ExistingRating

HarmonisedEuropean

Rating

RatingEndorsement

An area control service isprovided from an areacontrol centre with theaid of surveillanceequipment

Area RadarControl

Area ControlSurveillance(ACS)


The surveillanceequipment used is radar

Area RadarControl


Radar (RAD)

The surveillanceequipment used isAutomatic DependentSurveillance (ADS)

None Area ControlSurveillance(ACS)

AutomaticDependentSurveillance(ADS)

The controller provides aservice in TerminalControl Airspace andassociated adjacentsectors as designated bythe State, with the RADor ADS endorsement

Area RadarControl


TerminalControl (TCL)



4. HARMONISED LICENSING ISSUES

4.1 Harmonisation Options

One of the Specialist Task 08 deliverables was a task analysis ofharmonisation options for implementing the European licence and the risksinvolved. It has been decided that the most satisfactory strategy would seemto be one where all States were able to introduce the harmonised ATClicensing scheme by the end of 2003.

However, accepting a controller from another State directly into On-the-JobTraining (OJT), who is not familiar with the receiving State’s national ATCoperating procedures or advanced controlling techniques, could lead to asituation where the trainee made a controlling error. Therefore, it would benecessary to put in place safeguards to enable States to test controllers fromother member States to a level that would satisfy their own standards ofoperation.

4.2 Other Considerations

Given that member States are unlikely to have detailed information on thelevels of competence, knowledge and skill of controllers from other States,there will need to be some degree of exchange of information on how far aparticular State has implemented the harmonised ATC licence scheme.

Critical areas are:

• Conversion of existing ATC qualifications of licensed or State employed airtraffic controllers to the new ratings and rating endorsements;

• Medical certification;

• Safety regulatory procedures including:

§ initial training that complies with the Common Core Content trainingstandards,

§ competence assessment,

§ unit training plans that include transition, pre-OJT and OJT.

Within ECAC a number of States with highly developed ATM systems willalready satisfy the requirements published in the 'Manual of PersonnelLicensing - Air Traffic Controllers' (EATMP, 2000a). In other States meetingthe requirements will require more fundamental changes.

During the lifetime of the project to produce a harmonised ATC licence itbecame apparent that, although States operate largely in accordance withICAO Standards and Recommended Practices, their ATC operations and



regulation vary considerably. There is not sufficient commonality to set specificrequirements for States to accept the harmonised ATC licence qualifications ofcontrollers from other States. Adjacent States and States that are groupedtogether by Convention, such as EUROCONTROL, may have sufficientinformation about the ATC operations in other States to accept theirharmonised ATC licence qualifications with few or no limitations. However,some States may have little information about the ATC operations in otherStates and must qualify their acceptance of the harmonised ATC licencequalifications from those States.

The more information that States have about the ATC operations andregulation of other States, the easier it will be to determine what level ofacceptance is appropriate. It is therefore proposed that States should berequired to inform EUROCONTROL when they have completed stagestowards meeting the harmonised European ATC licence requirements and,when requested, provide other States with this information. The majormilestones to be addressed are listed in first paragraph of this sub-chapter.A process to monitor progress of States towards harmonisation will need to bedeveloped.

Because of the diversity of ATC operations among the Member States ofECAC, it is proposed that States should not be constrained by set processesand procedures for the acceptance of holders of harmonised ATC licences orState ATC qualifications from other States. States must be free to make theirown assessments of the suitability of controllers from other States to work intheir own ATC environment.

The provision of information by the States about their progress inimplementing the harmonised ATC licence requirements and informationsupplied on individual controllers should give States a good indication of thelevel of knowledge and skills they can expect of migrant controllers from otherStates. States would be expected to use the minimum testing and retrainingconsistent with assuring that controllers from other States have the necessaryexperience, knowledge and skills to provide a safe ATC service in their States.



ANNEX 1: GENERIC UNIT TRAINING PLAN

Unit Name: ____________ Issue Number: ________ Date: __ / __ / __

1. Introduction

PURPOSE

The purpose of the Unit Training Plan (UTP) is to provide structured objective-based training so that a controller may achieve and maintain validation standard.The UTP should develop the generic training provided by an initial training centre(Institute or college) into the specific requirements of an individual unit.

INTENT

The plan sets targets for the trainee based upon the expectations of the unit. Therate at which a trainee develops is determined by many factors including thecomplexity of the unit, the background or experience of the trainee and his/herability to absorb information and develop skills. The plan assumes an averagetrainee recently qualified from a training institute but it has an element of flexibilitybuilt in to allow for different rates of learning. None the less all trainees andtrainers should be aware of the targets and expectations of the training system.

DEVELOPMENT

The UTP is designed by analysing the tasks of the controller on each operationalposition at the unit. This serves to ensure that all relevant knowledge and skillsare encountered, rather than leaving it to chance, and that at the point ofvalidation it can be demonstrated that there have been no gaps in the training.This information can be used to support the validation process when the examinerat best can only sample the knowledge and skill base in a direct manner. Theexaminer is now able to refer to the training assessments to support the decisionto award a validation.

RECORDS

The plan also details the method of recording the training given on a day-to-daybasis; this information can be used to ensure that all applicable knowledge andskill requirements have been adequately covered and that no gaps in the traininggiven exist.

ASSESSMENT

Assessment of the trainee’s development is an integral part of the UTP. Themethod of assessing and the assessment regime are detailed in it. This effectivelysets the targets for the trainee and trainer alike.

LAYOUT OF THIS DOCUMENT

This document sets out in several sections the requirements of a UTP withguidance and examples.



2. Personnel Responsibilities

REQUIREMENT

A list of all personnel, including management, with responsibility for any part ofthe UTP together with a statement of their responsibilities, specifically relatedto the plan.

GUIDANCE

The list of personnel should begin with the person in charge of the ATS unitwith detail of his specific responsibilities for the UTP, this will probably consistof selecting the training personnel and interviewing trainees specifically thosewho are not achieving the required standards and are likely to or are in theprocess of having their training terminated.

The list should then progress through the training manager, OJTIs andpersons involved in the assessment task. It is also appropriate to include theresponsibilities of persons involved in determining competence (validationexaminers) and continuing competence (local competence examiners) wherethese staff are locally based. It would not be appropriate to include theresponsibilities of nationally appointed examiners working for the regulatoryauthority in this document.

Example:

Training Manager

Responsible for:

• reviewing and amending the unit training plan to reflect current techniquesand requirements;

• allocating training responsibilities to OJTIs;

• performing local training of OJTIs and unit assessors;

• assessing the competence of OJTIs and unit assessors.



3. Competence Training

REQUIREMENT

Details of:

a) any transitional and pre-OJT that the trainee will undertaken;

b) the topics and sub-topics, taken from the requirements for air trafficcontrollers, in which competence will have been achieved when thetraining plan has been successfully achieved showing the levels at whichthe elements will be assessed;

c) the training objectives for each level showing the topic they aim to achieve.

GUIDANCE

Transitional Training

This phase of training follows rating training during which site-specifictheoretical knowledge and understanding will be transferred to the traineeusing a variety of methods and during which skills may be developed throughthe use of site-specific simulators.

Transitional training must be delivered in a manner compatible with thecomplexity of the air traffic control unit. It may be self-study of publisheddocumentation such as the Aeronautical Information Publication (AIP) andlocal operating instructions to formal lessons conducted in a classroom.Where simulation is deemed to be necessary as part of this training low fidelitypart task training devices will usually suffice. The syllabus for transitionaltraining may be derived from the Common Core Content reworded to becomesite-specific.

Pre- On-the-Job Training (Pre-OJT)

This phase of locally based training makes extensive use of simulation usingsite-specific facilities to enhance the development of previously acquiredroutines and abilities to an exceptionally high level of achievement.

It is appropriate to those busy units where there are insufficient light trafficperiods to allow early stages of practical training to be safely and efficientlyconducted. Simulators used for this type of training will therefore be of the highfidelity type that accurately reproduce the look and feel of real life situations inall respects. Not only must the visual representation be accurate but also thedata displays, switches and controls must accurately reproduce the workingenvironment.



On-the-Job Training (OJT)

Training where previously acquired skills and routines are further developedand consolidated under the supervision of a qualified OJTI in a live trafficsituation.

Topics and Sub-Topics

The purpose of this listing is to show that on completion of the UTP the traineehas met the requirements developed by the EATMP Licensing Work Groupand approved by the Human Resources Team (HRT) for issuing an ATClicence under the harmonisation scheme.

Example:

Using the requirements for the Aerodrome Control Visual (ADV) rating.

ASSESSED ATLEVEL

UNITELEMENT DESCRIPTION

50 100 150A.1 Check and operate communications equipment

A1.1 Establish and monitor the communicationsequipment serviceability

X X X

A1.2 Use the communications equipment X X XA.2 Communicate from a visual control room

A2.1 Use standard phraseology applicable to aerodromecontrol

X X X

B1 Correlate flight data into appropriate proforma fordisplay

B1.1 Obtain flight data information X X XB1.2 Insert flight data into the appropriate proforma X X X

B.2 Maintain a representative flight data display foraerodrome control

B2.1 Correlate flight data into a display for aerodromecontrol

X X X

B2.2 Update the aerodrome control flight data display X X X

C.1 Obtain interpret and disseminate meteorologicalinformation

C1.1 Obtain meteorological information X X XC1.2 Interpret meteorological information X XC1.3 Disseminate meteorological information X X

C.2 Obtain interpret and disseminate aeronauticalinformation

C2.1 Obtain aeronautical information X X XC2.2 Interpret aeronautical information X XC2.3 Disseminate aeronautical information X XD.1 Select the runway in use and appropriate visual

aidsD1.1 Select the runway in use X X XD1.2 Operate aerodrome lighting X X



ASSESSED ATLEVELUNIT

ELEMENT DESCRIPTION

50 100 150

G.1 Manage flights operating in the vicinity of theaerodrome

G1.1 Manage flights operating under the visual flight rules. X X XG1.2 Manage flights operating under the instrument flight

rulesX X

G.2 Manage aerodrome surface movements

G2.1 Control aircraft on the manoeuvring area and apronsand vehicles and personnel on the manoeuvring area

X X X

G.9 Effect liaison with other agenciesG9.1 Liaise with non ATC agencies X XG9.2 Liaise with the safety services X XG10 Handle diversions

G10.1 Handle diversions X

G.11 Work as a team member for the aerodromecontrol operational position

G11.1 Accept responsibility for the operational position X X

G11.2 Monitor performance whilst responsible for theoperational position

X

G11.3 Transfer responsibility for the operational position X X

H.1 Manage developed emergencies from theaerodrome control unit

H1.1 Manage radio failures XH1.2 Manage situations arising from unlawful interference XH1.3 Manage Aircraft Emergencies XH1.4 Provide Alerting Service X X

H.2 Manage domestic contingencies in an aerodromevisual control room

H2.1 Safely evacuate the control room X

It is not necessary to assess all sub-topics at all levels, they should beintroduced as and when the unit expectation requires. One introducedhowever the sub-topic should continue to be assessed at all further levels.Where certain items, such as low visibility operations or surveillance radarapproaches, have not been assessed during the period it should be noted onthe assessment report but this does not preclude continuation on the plan aslong as the sub-topic is assessed at some time before the unit training plan iscompleted.

In the example in topic G.11, ‘Work as a team member …’ it has beenassumed that the OJTI will perform the hand-over and take-over for the first 50hours of training, thereafter the trainee will perform this task under supervisionand will be assessed at the 100 and 150 levels. After level 100 the trainee willadditionally be expected to analyse the workload he is experiencing and hisability to sustain it, taking action, for instance to seek assistance or support,when appropriate.

The breakdown in the example is only intended as a guide to the layout; eachunit must decide where and when the training emphasis is placed.



Training Objectives

The training objectives are listed in the Common Core Content document(EATMP, 2000b) as topics and sub-topics; they are not identical to the topicsand sub-topics in the Requirements.

The Common Core goes beyond the requirements in that it also specifies thefoundation knowledge that underpins the ability to achieve the requirementsspecifically in terms of understanding of such subjects as Meteorology,Navigation and International Aviation Law, its primary use is in institutionaltraining. The statements in the common core are generic and refer to all units.Where Unit Training Plans (UTPs) require to use items from the CommonCore, the statements should be unit specific, for example where the CommonCore specifies that a trainee should 'Identify the equipment to be foundspecifically in a Visual Control Room (VCR)' would need a list of the specificequipment at the unit. Ideally UTPs should refer to the Requirements.

At all but the final assessment the objectives may qualify the level of OJTIassistance that can be accepted, the traffic complexity appropriate for the leveland whether documentation may be referred to. For the final assessment thetrainee will be required to demonstrate achievement without OJTI assistanceat all normal traffic levels. Even then reference to documentation may beappropriate; for instance, it may be necessary for the trainee to interpret atransition level table but not to calculate the transition level mathematically.The qualifying statement may be general to the whole level assessment ormay be specific to the objective.

Example:

Using the requirements for the Aerodrome Control Visual (ADV) rating

AERODROME CONTROL VISUAL PERFORMANCE LEVEL 50

At the 50 level check without reference to documents, in light traffic, and withlimited OJTI help the trainee will be able to:

Objective 1: Establish and monitor the communications equipmentserviceability

Visual and/or aural indications are checked whilst making and receivingtransmissions for indications of normal operation.Documentation confirming equipment status is checked.Malfunctions and defects are recorded and reported to the appropriateauthority according to standing procedures.

Aerodrome Control Visual referencesTopics A1 Check and operate communications equipment.Sub-topics A1.1 Establish and monitor the communications equipment

serviceability.



Objective 2: Use the communications equipmentThe readability of transmissions is assessed.Standard speech technique is adhered to.The appropriate frequency is selected and used.Transmit and intercom switches are used in accordance with standardprocedures.The appropriate telephone is used.Ancillary telephone equipment is used in accordance with standardprocedures.

Aerodrome Control Visual referencesTopics A1 Check and operate communications equipment.Sub-topics A1.2 Use the communications equipment.

Objective 3 Use standard phraseology applicable to aerodromecontrol

Standard phraseology is employed in all communications.Composition of messages is concise and unambiguous.Station identity is used correctly.Acknowledgements and read-backs are obtained and verified when required.Abbreviated phraseology is used when appropriate.

Aerodrome Control Visual references

Topics A2 Communicate from a visual control room.Sub-topics A2.1 Use standard phraseology applicable to aerodrome

control.



4. Emergency Training

REQUIREMENT

Details of:

a) site-specific emergency training given to trainees before validation;b) site-specific emergency training given routinely after validation.

GUIDANCE

Emergency training falls into two areas.

The first is to prepare trainees, prior to validation, in the procedures used inthe event of an emergency situation developing both to aircraft and within thecontrol unit itself which may affect the normal operation of the unit or evenrequire its’ evacuation.

Trainees will require full familiarisation with the level of safety service cover,additional emergency services available, methods of call out and classificationof emergencies.

Full training will also have to be given on such topics as the handling of aircraftsubject to hijacking and the action to be taken in the event of a bomb threat.Wherever possible simulation should be used for this training. It isrecommended that trainees participate in at least one actual or practice callout during their competence training. Reference to the requirements for airtraffic controllers shows the areas where training is required prior to validation,topics H.1 and H.2, liaison with the safety services is in topic G.9.

Example:

Taken from the Aerodrome Control Visual Rating

Objective 1 Safely evacuate the control roomAvailable information is evaluated to determine the need to evacuate thecontrol room.Traffic is disposed of in accordance with laid down procedures.Evacuation is conducted in accordance with laid down procedures.

Aerodrome Control Visual references.

Topics H.2 Manage domestic contingencies in an aerodromevisual control room.

Sub-topics H2.1 Safely evacuate the control room.



The second area of emergency training consists of routine refresher training toenable qualified controllers to respond to unusual or emergency situations in acompetent and professional manner. It is recognised that emergencies arebecoming less common and that controllers will therefore be less practised inhandling them, it is for this reason that refresher training is undertaken toenable controllers to react appropriately under unusual circumstances.

It may be felt necessary to practice those items already covered forcompetence training refresher training should widen the scope to cover othercontingencies that are considered pertinent to the unit. It may beadvantageous to practice situations that have occurred elsewhere so that theeffect of such incidents can be experienced. A statement detailingoccurrences routinely included in refresher training and the system by whichany additional scenarios are evaluated for inclusion should be made.

Refresher training should not be considered a pass/fail item howevercontrollers’ competence may be called into question if he fails to achieve theRequirements for air traffic controllers during the training.



5. Assessment Requirements

REQUIREMENT

Details of:

a) the occasions upon which trainees will be assessed;b) the methods by which the assessments will be carried out.

GUIDANCE

Trainees should be assessed at least at the end of transition training andwhere applicable the end of pre-OJT. Failure to reach a satisfactory standardshould preclude progression to the next stage of training.

Trainees should be assessed at regular intervals during OJT. This sectionshould define the process followed where a trainee is shown to be making lessthat satisfactory progress particularly if remedial training is required.

Assessments may be carried out, by a suitably trained OJTI, in a number ofways.

Practical skills by observation of practical work and reference to trainingreports for supporting evidence supplementary oral questioning should beused to test understanding of the applicable techniques and rules governingthem.

Understanding can be tested orally using scenarios. Knowledge can also betested orally although more difficult to administer than written questioning it ismore flexible. Units should beware of presenting the trainee with anoverpowering oral board, an assessment is not an examination it is a guide totraining requirements.

Tabletop exercises can be used to test in a practical sense scenarios thatunits are unable to simulate where time constraints are not a majorconsideration.



6. Training Records

REQUIREMENT

Records of transitional, pre-OJT and OJT given and any assessments shall beto a common format.

GUIDANCE

Transitional training is generally classroom conducted, but may be self-study.The success of this training should be assessed before progression to thenext phase of training. A report of the assessment should be included in thetrainee’s records.

Pre-OJT where this is carried out, which involves high-fidelity simulation,should also be assessed and reported before commencing OJT.

OJTIs should complete training reports on a regular, preferably daily, basis.A full formative report is usually given verbally as feedback to the trainee.However, it is advantageous to include a précis of the feedback as part of thewritten report. A summative report eases the assessment process and gives arapid indication of progress in line with the training plan. Reports andassessments should be made using the training plan objectives as a standard.

Example:

AERODROME CONTROL VISUAL TRAINING REPORT

Name Date

Training time this session Total training time

Traffic Heavy Medium Light

Objective 1: Establish and monitor the communicationsequipment serviceability

SummativeSummary

Performance Objectives

Visual and/or aural indications are checked whilst making andreceiving transmissions for indications of normal operation.

Documentation confirming equipment status is checked.Malfunctions and defects are recorded and reported to theappropriate authority according to standing procedures.

Formative Summary



Each training objective is reported upon using the same phrases used for theappropriate performance level, in the example they will remain the samethroughout the plan.

Ultimately, the same basic layout can be used for the level assessment easingthe correlation between the two.

AERODROME CONTROL VISUAL TRAINING ASSESSMENT

Level 50

Name Date

Training time this session Total training time

Traffic Heavy Medium Light

Objective 1: Establish and monitor the communicationsequipment serviceability

Grading

Performance Objectives

Visual and/or aural indications are checked whilst making andreceiving transmissions for indications of normal operation.

Documentation confirming equipment status is checked.

Malfunctions and defects are recorded and reported to theappropriate authority according to standing procedures.

Assessor's Comment

The report will need to show whether the trainee’s performance is satisfactoryor improvement is needed. Units may wish to include a more detailedbreakdown to indicate whether the trainee is just making satisfactory progress,is considerably ahead of expectation or falling well behind. Whatever methodis used it should be self-evident from the assessment form what the target is.

European Manual of Personnel Licensing – Air Traffic Controllers: Guidance on Implementation


ANNEX 2: DRAFT EUROPEAN ATC LICENSING PLAN

FormProjectTeam

Establishhigh levelpolicy onregulatorystructure

and funding

Determinerelationshipbetweenregulator

and providerof ATS

Carry outproject risk

analysis

Examineexisting

provider/unitarrangements

Examine existingunit training

arrangements

Examine existing initialtraining courses andquality managementsystem at training

institution(s)

Draftsupportinglegislation

Gain industryand government

approval forproposed new

regulations

Establishregulatory body/

governmentagency

Write proceduresfor conduct andadministration of

regulatory activity

Develop stateregulatory

requirementsfor the

competencescheme(s)

Provide guidanceto meet European

ATC licencerequirements

Setrequirements

for theregulation ofinstitutions

Provideguidance to

units on Statecompetencerequirements

Set trainingrequirements/provide OJTI

training

Provide guidanceto assist colleges

to meet ECACtraining guidelines

Develop transitionarrangements forintroduction and

regulation ofcompetence

schemes

Develop transitionarrangements forintroduction andregulation of unit

training

Develop regulatoryprocedures for the

introduction of medicalcertification

Develop procedures forthe regulation ofpsychoactivesubstances

Draft regulatorydocuments for

medicalcertification

Decide transitionarrangements for

introduction of medicalcertification

Decide transitionarrangements

Provide resourcesrequired by the

regulator

Commenceregulatory

activity

Conductfunctionalanalysis of

ATS notsupported by

Europeanlicence

Developnationalrating

requirements

IssueEuropean

ATClicences

Develop policyfor regulationof ATC initial

traininginstitutions

Develop policyfor regulationof ATS units

Developpolicy formedical

certification

Set trainingrequirement

s for unitpersonnel

Develop transitionarrangements toenable stagedintroduction ofnew training

courses

Audit/inspect ATCinitial traininginstitutions

Ensure initialtrainingcourses

satisfy ECACtraining

guidelines

Issueapprovalsfor traininginstitution/

trainingcourses

Audit/inspect unit

trainingplans

Audit/inspect unitcompetency

schemes

Issue unitapprovals

Recruit and trainregulatory staff

Recruit and trainadministration

staff

Determine ifEuropeanlicence willsupport air

trafficservices

Draftdocumentation forthe regulation ofunits and training

institutions

Convertexisting ATCqualificationsto European

licence format

Notifydifferences to ICAOAnnex 1



ANNEX 3: ATC REGULATION AND LICENSING IN THE UNITEDKINGDOM

This Annex describes the current situation on regulation and theplanned scheme for implementation of the European ATC licence inthe United Kingdom. It is given as an example situation which maybe of assistance to those responsible for implementation in a lessadvanced regulatory environment.



1. Regulatory Methods in the UK

In the United Kingdom air traffic services are provided by a number ofcommercial organisations, with the State Civil Aviation Authority (CAA) as theindependent safety regulator. Although its regulation of personnel licensing isthe same for all controllers, the way in which the safety regulatory proceduresassociated with the licence are regulated is different.

The area control centres and some of the major airports in the UK haveelected to meet the ATC licensing and safety regulatory requirements via asafety case regime. This requires units to produce, develop and evolve SafetyCases that provide adequate arguments to demonstrate why the air trafficcontrol service provided is safe, and to develop associated SafetyManagement and General (Quality) Management Systems.

In the UK a Safety Case is defined as 'A document which clearly andcomprehensively presents sufficient arguments and evidence that a Facility,Facilities or Organisation are adequately safe in Air Traffic Services respects'.Under the Safety Case regime the providers of air traffic services take thebasic safety regulatory requirements and demonstrate how theserequirements and their own requirements are met. The existing UK licensingrequirements are very prescriptive and safety cases will simply showcompliance with these requirements. For example, certification of competenceexamination boards, by which the student/trainee controllers gain specific unitendorsements and make their ratings valid, have to be conducted inaccordance with the licensing procedures by controllers having specificqualifications. In this case there is no scope for a safety case to demonstrateanother adequate method of determining competence. However, with theintroduction of the European harmonised ATC licence requirements, it may beappropriate to permit units operating under safety cases to offer alternativemethods of determining competency.

Following initial acceptance of the appropriateness of the safety case by theregulator, ongoing regulation is by auditing. This is a sampling process inwhich not all aspects of a unit’s operations would be looked at every year. Theauditing regime relies heavily on the regulator being satisfied that theproviders have a corporate culture that embraces robust Safety ManagementSystems and General Management Systems which affect air traffic servicessafety.

The auditing approach recognises the role of the service provider in day to daysafety management, and the role of the regulator in monitoring or probingsuch safety management. The topics for auditing are selected by theregulator; the reason for selection may be, for example, that the UK’sMandatory Occurrence Reporting Scheme has identified a deficiency, theregulator’s inspectors have observed a deficiency or that other information hasbeen received that indicates a problem area. The audit regime also requiresthe regulator to be advised when it is proposed to change procedures orairspace, such as the opening of new sectors. These changes will be audited



to an extent dependent on the unit’s previous record of managing suchprojects. It may be appropriate to conduct a full audit the first time a unitmakes a major change, but to reduce the amount of auditing at the next andsubsequent changes if the unit proves to be adequate at safely managing theprojects.

At medium sized units which do not operate under a Safety Case system, airtraffic control inspectors trained and employed by the regulator inspect airtraffic control units on an annual basis. These units are required to haveprocesses and procedures to ensure they comply with the licensingrequirements. For example, most medium sized units participate in the localcertification of competence scheme. In this scheme, air traffic controllers aretrained and certified by the regulator to examine other air traffic controllers ontheir unit to determine if they are competent to provide the air traffic controlservices notified in their licences. At small units which are unable to resourceor support regulatory procedures, the competence of the individual air trafficcontrollers is checked annually by the CAA’s air traffic control inspectors.While this situation will continue to exist under the harmonised European ATClicence regime, the opportunity will be taken to clarify some areas ofregulation.



2. An Example: Licensing Implementation Plan in the UK

2.1 Implementation

2.1.1 Introduction

To fully implement the harmonised European ATC licence, the UK will have tomeet all the licensing requirements. These include not only converting existinglicence qualifications into the European licensing format, but also complyingwith the other requirements, including the Safety Regulatory and medicalrequirements. The UK decided to treat the introduction of the harmonisedEuropean ATC licence as a project, separate from the routine licensing andregulatory regime. This was done to ensure that all the requirements of thenew scheme are viewed as an entirety and the ways in which they interactdetermined before the European ATC licence is introduced. Althoughdecisions regarding the project management structure and system used willbe up to individual States, it was thought appropriate to detail the way in whichthe United Kingdom Civil Aviation Authority (UK CAA) has approached theimplementation project.

2.1.2 Implementation Project

The regulation of ATC services and, in particular, the licensing or certificationof air traffic controllers is a specialist task. It requires experts in the variousdisciplines associated with this regulatory area to make strategic decisionsabout how to meet the new licensing requirements. However, one person hasbeen given the responsibility for planning, organising and controlling theproject. The implementation team consists of ATC experts from all the ATCdisciplines, including training both at colleges and units, examining, licensingadministration and database management.

2.1.3 Initial stages of the Project

The first phase was to determine the scope by defining the goals to beachieved. In respect of implementing the harmonised European ATC licence,this phase consisted of making a detailed comparison between the UK’sexisting system for regulating air traffic controllers and the requirements of theharmonised European ATC licence. This process indicated where the UKalready met the requirements and which requirements it needed to satisfy.The introduction of the harmonised ATC licence requirements was also seenas an appropriate time to introduce additional changes already identified toimprove existing regulation.



2.1.4 Identifying Tasks to be Achieved

The comparison between the existing UK ATC licensing requirements and theharmonised European ATC licence was undertaken by the project managerand his team of experts and carefully documented. This documentationprovided a detailed list of tasks that needed to be undertaken to amendexisting State requirements and procedures that needed to be introduced tosatisfy new requirements. The individual tasks were then further considered bythe appropriate expert(s) in the discipline concerned, who drew upcomprehensive schedules of the actions to be taken to achieve each task.

2.1.5 Costs and the Regulatory Responsibilities

There will be no significant increase in regulatory costs or changes inregulatory responsibility in the UK as a result of the introduction of theharmonised ATC licence.

2.1.6 Project Risk Analysis

Conducting a project risk analysis is a worthwhile process even if, as is thecase with the UK project to introduce the harmonised European ATC licence,it was not proposed to allocate numerical values to identified risks. Unlikecommercial risk-taking, the implementation was not considered to be acalculated gamble where there are a considerable number of risks to bemanaged. The risks identified were issues relating to the introduction of newregulatory processes, in particular those regulations that had the potential tocause an increase in the regulatory burden and/or an increase in cost to theproviders of air traffic services, or those that operational air traffic controllerscould find difficult to accept.

Identifying the risks was an activity in which all the project team members hada responsibility. Each individual activity in the project was considered by thespecialists in that field and a list of risks documented. It was considered betterto identify trivial risks that could be discounted during rationalisation ratherthan miss a risk which, while not considered important by individual teammembers, might have a considerable impact upon the project as a whole.

During the process of identifying the risks, a planned response to each riskwas also considered. The team found that the responses produced were notonly specific to particular problems but had wider implications involving policy.The team considered how to manage the risks not only in terms ofcontainment, but also with regard to contingency arrangements should effortsto manage the risk fail.

2.1.7 Supporting Legislation

Having determined what changes were required to the existing ATC regulatorystructure to meet the harmonised European ATC licence requirements,



consideration was given to the legislation that supports the existing licensingregime and the changes that will be required for it to support the Europeanlicence requirements. In the UK considerable changes will be required toexisting legislation and it is expected that this will be the most time consumingpart of the implementation project. Changes in legislation in the UK involve theproduction of a regulatory impact study, consultation with industry andamendment to the Air Navigation Order.

2.1.8 Regulatory Documentation

The UK publishes its air traffic controller licensing requirements in CivilAviation Publication (CAP) 670 Section D. This section is being rewritten tointroduce the new ATC licensing procedures by which the UK will satisfy theharmonised European licensing requirements. It is by this documentation thatthe providers of air traffic services, unit management, training institutions andindividual controllers will be notified of the way in which the UK regulates airtraffic services. It has also been necessary to produce guidance material toensure that units can implement regulatory requirements to a standard formatto facilitate the regulation of units by inspection or audit.

2.1.9 Regulatory Personnel

Consideration was given to the requirement for additional personnel and, inparticular, for specialist air traffic controllers to be selected and trained fortasks associated with air traffic services regulation following the introduction ofthe harmonised ATC licence. It was established that the UK would not requireadditional regulatory personnel. However, air traffic controllers at units mayhave to be selected and trained to carry out functions associated with newregulatory requirements.

2.1.10 Project Plan

Having considered the changes that were required to implement theharmonised European ATC licence, a detailed project plan was produced andrepresented in a graphical form. This enabled the project manager to visualisehow the project was progressing and for all the personnel involved in theproject to determine their part in the project and the deadlines to be met.

A copy of the network diagram produced for the implementation plan in the UKis included at Annex 3. A formal critical path analysis was not conductedbecause the time taken to complete the project in the UK will depend on thetime taken to implement new legislation. All other tasks can be fitted in withthe legislation time scale except for the issue of new licences, where adecision has been made to issue them during the twelve month periodfollowing the implementation of the supporting legislation. The auditing of unitsand colleges will be conducted in accordance with the normal audit timetablewithin the twelve months following introduction of the legislation. The diagramdid, however, enable the UK implementation team to determine those tasks



which could be undertaken simultaneously and those which depended on aprevious task being completed.

Having completed the flowchart of the project, a horizontal bar chart wasproduced to indicate the start and finish dates of the various tasks within theproject and who was responsible for the work involved. The implementationteam used the same readily available software package as was used toschedule the project to produce the harmonised European ATC licence. Acopy of the bar chart produced for the UK project is at Annex 3. This givesonly the basic tasks and a more detailed chart showing a more completebreakdown of these tasks and individual responsibility for them is being usedfor the UK implementation.

2.1.11 Review and Rescheduling

The implementation team meets regularly to review the project in terms of itsprogress against the project plan and to discuss any problems, which arearising with the introduction of new requirements, etc. It is the responsibility ofthe project manager to monitor the project and to brief the project teammembers on progress and problem areas. Any rescheduling is included in arevised project plan and reflected in its graphical representation.

2.2 Conversion of Existing Qualifications

2.2.1 Introduction

This section describes the process for implementation in the UK in terms oftransferring existing ICAO and UK ratings into the harmonised European ATClicence ratings and rating endorsements.

2.2.2 Aerodrome Control

In the UK all aerodromes where air traffic control is provided have approachcontrol services; therefore the equivalent of the existing ICAO AerodromeControl rating will be the Aerodrome Control Instrument (ADI) rating for allaerodrome controllers.

2.2.3 Ground Movement Control and Air Control Rating Endorsements

At aerodromes where the aerodrome control function is divided into GroundMovement Control (GMC) and Air Control (AIR), controllers with a validAerodrome Control rating will be granted GMC and AIR rating endorsements.However, student/trainee air traffic controllers at those units will be required togain the rating endorsements simultaneously. This reflects the presentsituation where the UK does not permit GMC or AIR but only unitendorsements. During the implementation, as indicated in the implementationplan, the UK will develop regulatory procedures to fulfil the European licencerequirements. This will include a study of the use of GMC and AIR rating



endorsements as separate independent functions in terms of how theoperational positions interact and Team Resource Management (TRM) issues.

2.2.4 Tower Rating Endorsement

At aerodromes where the aerodrome control function is not divided into GMCand AIR, controllers with an existing valid Aerodrome Control rating will begranted the Tower rating endorsement.

2.2.5 Ground Movement Surveillance Rating Endorsement

This rating endorsement will be awarded to all controllers who hold validAerodrome Control ratings at units which have Ground MovementSurveillance (GMS). For the implementation of the European ATC licence nodistinction will be drawn between the extent of the use of the GMS atindividual units.

2.2.6 Aerodrome Radar Rating Endorsement

Most units in the UK which have approach radar will have a surveillance radardisplay in the Visual Control Room (VCR) with a display range of 20 miles.Where this is used to assist in the provision of an aerodrome control service itis known as an ‘Air Traffic Monitor’ (ATM). There are two levels for its use,firstly the limited use, which applies to any unit equipped with an ATM, andsecondly a more extensive use for which additional approval from the CivilAviation Authority (CAA) is required. Controllers who hold valid aerodromecontrol ratings at units which are approved for the limited use of the ATM willnot require an Aerodrome Radar rating endorsement. Controllers at unitswhich are approved to provide the additional services will be granted theAerodrome Radar rating endorsement. The extended use is only permittedwhere there is a dedicated AIR position and this will continue to be the casefollowing implementation. The implementation team will, however, beconsidering permitting limited vectoring of aircraft onto an instrument approachaid subject to new safety regulatory procedures yet to be developed.

2.2.7 Approach Control Procedural Rating

Amendment 160 to ICAO Annex 1 (ICAO, 1988) removed the requirement fora controller to hold an Approach Control rating as a prerequisite to holding anApproach Radar rating. The European ATC licence does not address thematter of holding particular ratings before obtaining others, although it doesrequire some rating endorsements to be held before others will be granted.

The UK implemented Amendment 160 by removing the requirement forapproach radar controllers to hold an approach rating. The approach radarinitial training at the colleges was considerably increased, to include sufficientnon-radar training to enable a controller to establish non-radar separation inthe event of a radar failure, and to continue to run a structured approachcontrol service.



Additional regulatory requirements were imposed on approach radar unitswhere the controllers would not be required to hold Approach Control ratings.The units were required to have contingency plans for an ongoing approachcontrol service to be provided in the event of a radar failure or radar outage formaintenance. They were also required to have UTPs that demonstrated how astudent/trainee air traffic controller would be trained and assessed in the useof the contingency approach control procedures. Approach radar units that donot meet these requirements are not permitted to have approach radarcontrollers who do not hold Approach Control ratings.

The UK permits the provision of an advisory Approach Control service in ClassG airspace. This will be the subject of a national rating endorsement to theApproach Control Procedural (APP) rating, in recognition of the additionalskills required in the provision of an approach control service in anuncontrolled environment. The implementation team will develop this nationalrating endorsement.

2.2.8 Approach Radar

The current approach radar rating will be replaced by the ApproachSurveillance rating with the Radar rating endorsement. The SurveillanceRadar Approach (SRA) rating endorsement will be issued at all units whichprovide SRAs as a notified instrument approach. The approved approachradar courses at the colleges already contain initial training in conductingsurveillance radar approaches to 2NM from touchdown and it is not expectedthat this will change. Some UK aerodromes also have procedures forproviding SRAs to less than 2NM from touchdown. The implementation teamhas decided that this issue will be addressed through the approval of the unittraining and the competence scheme, rather than by means of a nationalrating endorsement.

A number of units in the UK provide ground controlled precision approachesusing precision approach radar equipment. There is only one type of precisionapproach radar in use in the UK and the only approved initial training course isconducted by the Royal Air Force at their ATC College. All controllers whocurrently hold Precision Approach Radar (PAR) endorsements to theApproach Radar rating in the UK will be granted a PAR rating endorsement tothe Approach Surveillance rating.

2.2.9 Area Control

In the UK most area services are provided in areas where there is full radarcover. However, there are a number of sectors where the radar cover islimited and a non-radar area control service is provided. The UK also providesnon-radar area services to aircraft operating in oceanic airspace over theNorth Atlantic in the Shanwick Oceanic Control Area.

There is no dedicated area control initial training course in the UK. Under thepresent licensing system the ICAO Area Control and Area Radar Controlratings have been amalgamated into a single rating, the Area Control Centre



rating. There is a significant amount of area control training in the course, butthis is expected to decrease as there is an operational requirement for studentcontrollers to leave the course with greater radar skills and non-radar areacontrol is becoming increasingly unit-specific. Sufficient non-radar training willbe retained in the basic course to ensure that controllers can provideemergency separation in the event of a radar failure and continue to provide alimited non-radar area control service. Most of the training to deal with radarfailures will be addressed in unit training, as the procedures to be used arespecific to particular sectors. Radar failures are part of the required approvedannual emergency and continuation training conducted at the operationalunits.

On sectors where non-radar area control services are provided, controllerswho hold valid ratings will be granted an Area Control Procedural (ACP)rating.

The non-radar service provided on the oceanic sectors uses specific oceanicseparations and computer-assisted controlling techniques. The basic trainingprovided on the approved area control centre rating course is directed towardsproviding non-radar area control in domestic airspace and is not relevant tooceanic control. It is therefore necessary to conduct most of the trainingrequired on specialist simulators at the unit. Because of the differencesbetween oceanic area control and domestic area control, the implementationteam will develop a national oceanic rating endorsement to the ACP rating.

2.2.10 Area Radar Control

Controllers holding valid area control centre ratings on sectors where there isfull radar cover and there is no requirement, under normal circumstances, toprovide non-radar area control services will be granted an Area Surveillancerating with a Radar rating endorsement. As explained in 2.2.9 above, thepresent initial training course contains sufficient training to prepare astudent/trainee air traffic controller to establish non-radar separation in theevent of a radar failure and to continue to provide a limited non-radar areacontrol service. Because of the intensity of traffic and the specialistsectorisation, training for radar failures and the establishment of non-radarseparation is a specialist task that has to be addressed through unit training.

2.2.11 Terminal Control

At present the only terminal control service in the UK is provided by theLondon Terminal Area Control Centre (LATCC). Controllers who currentlyprovide an ATC service on the Terminal Control (TCL) sectors are required tohold a UK Area Control Centre rating. Controllers who have valid Area ControlCentre ratings for the terminal sectors will be granted an Area ControlSurveillance (ACS) rating with a TCL endorsement.

The unit training associated with the terminal control task involves theextensive use of high fidelity simulators. At present only student/trainee airtraffic controllers who have successfully completed the UK Area Control



Centre rating course may commence unit training for the terminal task. Withthe introduction of the harmonised ATC licence, successful completion of anapproved Approach Control Surveillance (APS) course with a radar modulewill also be accepted as a qualification to enter unit training for the terminaltask.

2.2.12 United Kingdom National Rating Endorsements

In the UK the air traffic control units at a number of aerodromes situatedoutside controlled airspace provide air traffic control services to aircraftinvolved in military developments. The services provided include autonomouscrossing of controlled airspace and the provision of radar services duringexperimental flights, which may include high and low level supersonic runs,fighting manoeuvres and weapons firing. To satisfy this national requirement,there will be a national rating endorsement known as ‘Special Tasks’ whichwill be associated with the Approach Control Surveillance (APS) rating or theArea Control Surveillance (ACS) rating.

The units providing these services are cooperating with the regulator toproduce a task analysis. The units will also develop training courses based onthe task analysis and the training will eventually be conducted at units thathave suitable classroom and simulator facilities. These courses will beconsidered to be part of initial training although, because of theirpredominately practical content, instruction will be given by valid On-the-JobTraining Instructors (OJTIs).

2.2.13 Initial Training

The harmonisation team is actively engaged in reviewing the approved UKinitial rating training courses. The processes for regulating the colleges will notchange but there may be a requirement to amend the approved courses. Theexisting courses are based on UK standards (rating requirements) and theseare being compared with the rating requirements associated with the CommonCore Content courses. The UK standards are also being updated to theEuropean format and renamed ‘rating requirements’; they will contain somedifferences from the European requirements which are specific to the UK.When this ground work has been completed, the colleges will be advised ofthe differences and will be expected to submit revised course submissionsdemonstrating how they meet the identified new requirements.

2.2.14 Safety Regulatory Procedures

The UK currently meets the majority of the safety regulatory requirementsassociated with the harmonised European ATC licence. Areas where this isnot the case have already been identified and these are:

a) not all units have approved unit training plans;



b) there is no existing requirement for units to set the minimum operationalcontrolling time on sectors or operational positions that controllers mustcomplete within a fixed period to ensure that they remain current;

c) there is no requirement for refresher training.

A number of units in the UK have approved Unit Training Plans (UTPs). Thesewere introduced when the UK reviewed its training policy at the beginning ofthe 1990s. To encourage the development of training plans, the licensingrequirements were changed so that those units with approved training wouldbe subject to less direct regulation by the CAA. The plans have proved asuccess in reducing the amount of OJT required and improving the overallsuccess rate of student/trainee controllers becoming competent at these units.Smaller units lack the resources to produce a UTP and the presently availablegeneric unit training plan provided by the CAA is out of date and rathercomplex. To facilitate implementation of the requirement in indent a) above,the CAA is producing a more user-friendly generic training plan from which allunits should be able to produce their own unit-specific plans.

To implement the requirement in indent b) above providers of air trafficservices will be required to submit their proposals to the CAA. The appropriateregional inspectors of air traffic services will consider the proposals and eitherapprove them or require the provider to justify them.

In respect of refresher training in indent c) above the UK already requires unitsto conduct annual emergency training which includes training to handle aircraftin emergency. This training has recently been reviewed and will be extendedto other topics such as avoiding action, sector overload situations, etc. Inrespect of more general refresher training the UK has as yet made no policydecisions.

For interest a brief description of the regulation of air traffic control units in theUK is at Annex 3.

.



3. Draft UK European ATC Licensing Plan

FormProjectTeam

Compare UKand

Europeanlicensing

requirements

Identify newrequirement

s

Determine if UKregulatory

processes willsupport

Europeanrequirements

Determine if unitcompetency scheme

meets Europeanrequirements

Determine if unittraining will meet


Determine approvedcollege courses meet

ECAC trainingguidelines

Establish ifEuropean ATC

licence will supportUK ATS

Determine newregulatory

documentationrequired

Decide changes toUK legislation and

consultationprocess required

Draft newlegislation

Provide unitguidance to meet


Provide unitguidance to meet


Provide guidance tocolleges to amendcourses to meetECAC training

guidelines

Audit/inspect unitcompetency

schemes

Audit/inspectunit trainingschemes

Audit collegecourse

submissions

Issue new unitapprovals

Issue new collegeapprovals

Determine ifpresent audit/

inspection regimewill supportEuropean

requirements

Determine if currentprocedures support

European licenceadministration

Recruit trainand assignpersonnel

Determine UK ATSnot supported by

the Europeanlicence

Develop newregulatory

procedures

Develop newadministration

processes

Conductfunctionalanalysis ofidentified

ATC tasks

Transfercontroller detailsto European ATClicence database

Convert current UKratings to European and

national ratings and ratingendorsements

Carry outregulatory

impact study

Consultwith

industry

Draft ratingrequirementsfor national

ratingendorsements

Draft newregulatory

documentation

Draftamendmentsto CAP 670

Publish newlegislation and

regulatorydocumentatio

n

Issue ATClicence inEuropean

format

Developnational ratingendorsements

Train staff innew

administrationprocedures

End ofProjec

t

Notifydifferences toICAO Annex 1



4. Bar Chart of UK Implementation

ID Task Name Duration1 Draft Requirements CAP 670 Part D 130 days

2 Draft Legislation 129 days

3 Analyse Unit Rating Requirements 64 days

4 Analyse Special Task/Off-Shore 64 days

5 Produce Generic UTPs 129 days

6 Compare UK/ECAC Training Guidelines 129 days

7 Regulatory Impact Study 62 days

8 Consult with Industry 130 days

9 Introduce New legislation 86 days

10 Revise Admin Procedures 65 days

11 Issue CAP 670 63 days

12 Convert UK Licences 130 days

13 Issue New ATC Licences 261 days

14 Audit Colleges 261 days

15 Audit Units 261 days

Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr2000 2001 2002

Task

Progress

Milestone

Summary

Rolled Up Task

Rolled Up Milestone

Rolled Up Progress

Split

External Tasks

Project Summary



REFERENCES

EATMP Human Resources Team (1999). Air Traffic Controller Training atOperational Units. HUM.ET1.ST05.4000-GUI-01. Released Issue.Ed. 2.0. Brussels: EUROCONTROL.

EATMP Human Resources Team (2000a). European Manual of PersonnelLicensing - Air Traffic Controllers. HUM.ET1.ST08.10000-STD-01.Released Issue. Ed. 1.0. Brussels: EUROCONTROL.

EATMP Human Resources Team (2000b). Guidelines for Common CoreContent and Training Objectives for Air Traffic Controllers Training(Phase II). HUM.ET1.ST05.1000-GUI-02. Released Issue. Ed. 1.0.Brussels: EUROCONTROL.

EATMP Human Resources Team (2000c). Requirements for EuropeanClass 3 Medical Certification of Air Traffic Controllers.HUM.ET1.ST08.10000-STD-02. Proposed Issue. Brussels:EUROCONTROL.

ECAC (1990). Air Traffic Control in Europe - ECAC Strategy for the 1990s.Adopted by Meeting of ECAC Transport Ministers, Paris, 24 Apr 90.

EUROCONTROL Safety Regulation Commission (SRC) (2000).EUROCONTROL Safety Regulatory Requirement (ESARR).ESARR 5: ATM Services' Personnel. Released Issue. Ed. 1.0.Brussels: EUROCONTROL.

ICAO (1988). Annex 1 – Personnel Licensing (Chapter 6). 8th Edition (July).

Joint Aviation Authorities (JAA) (1997). Joint Aviation Requirements. FlightCrew Licensing (Medical). JAR-FCL3 5 (February).



ABBREVIATIONS AND ACRONYMS

For the purposes of this document the following abbreviations and acronymsshall apply:

ACC Area Control

ACP Area Control Procedural

ACS Area Control Surveillance

ADI Aerodrome Control Instrument

ADS Automatic Dependent Surveillance

ADV Aerodrome Control Visual

AIP Aeronautical Information Publication

AIR Air Control

AMC Aeromedical Centre

AME Approved Medical Examiner

AMRSG ATCO Medical Requirements Study Group

AMS Aeromedical Section

APP Approach control Procedural

APS Approach control Surveillance

ATC Air Traffic Control

ATCO Air Traffic Control Officer / Air Traffic Controller (UK/US)

ATM Air Traffic Management or Air Traffic Monitor

ATS Air Traffic Services

CAA Civil Aviation Authority

CAP Civil Aviation Publication

CIP Convergence and Implementation Programme

DEV Domain Executive View

DG Director(ate) General (EUROCONTROL Headquarters)



DIS Director(ate) Infrastructure, ATC Systems & Support(EUROCONTROL Headquarters, SDE)

DIS/HUM See ‘HUM (Unit)'

EATCHIP European Air Traffic Control Harmonisation andIntegration Programme (now EATMP)

EATMP European Air Traffic Management Programme (formerlyEATCHIP)

ECAC European Civil Aviation Conference

ESARR EUROCONTROL Safety Regulatory Requirement

ET Executive Task (EATCHIP)

EU European Union

EWP(D) EATCHIP Work Programme (Document)

GMC Ground Movement Control

GMS Ground Movement Surveillance or Guidance Systems

GUI Guidelines (EATCHIP/EATMP)

HRS Human Resources Programme (EATMP, HUM)

HRT Human Resources Team (EATCHIP/EATMP, HUM)

HUM Human Resources (Domain) (EATCHIP/EATMP)

HUM (Unit) Human Factors and Manpower Unit (EUROCONTROLHeadquarters, SDE, DIS; also known as ‘DIS/HUM’;formerly stood for ‘ATM Human Resources Unit‘)

IANS Institute of Air Navigation Services (EUROCONTROL,Luxembourg)

ICAO International Civil Aviation Organization (US)

IFATCA International Federation of Air Traffic Controllers’Associations

JAR Joint Airworthiness Requirements

LATCC London Terminal Area Control Centre (UK)

LTF Licensing Task Force (EATCHIP, HUM, HRT)



LWG Licensing Work Group (EATCHIP, HUM, HRT)

OJT On-the-Job Training

OJTI On-the-Job Training Instructor

PAR Precision Approach Radar

RAD Surveillance Radar

SDE Senior Director, EATMP Principal Directorate or, in short,Senior Director(ate) EATMP (EUROCONTROLHeadquarters)

SRA Surveillance Radar Approach

SRC Safety Regulation Commission (EUROCONTROL)

SRG Safety Regulation Group (UK CAA)

SRU Safety Regulation Unit (EUROCONTROL Headquarters,DG)

ST Specialist Task (EATCHIP)

STD Standard (EATCHIP/EATMP)

TCL Terminal Control

TDH Unit Training Development and Harmonisation Unit(EUROCONTROL, IANS)

TF-CCC Task Force Common Core Content (EATCHIP, HUM,HRT, TSG)

TSG Training Sub-Group (EATCHIP/EATMP, HUM, HRT)

TWR Tower Control

UTP Unit Training Plan

VCR Visual Control Room

WP Work Package (EATCHIP/EATMP)



CONTRIBUTORS

NAME STATE / ORGANISATION

LICENSING WORK GROUP

Mr. John Dancer, Chairman United Kingdom Project TeamMr. Robin Baker United Kingdom Project TeamMr. Alfons Block Germany (until September 1997)Ms. Liliana Cosme PortugalMr. Terry Crowhurst United Kingdom Project TeamMr. Peter Gassen Germany (from September 1997)Mr. Philippe Guivarc'h FranceMr. Per Hanson DenmarkMr. Patrick Mouysset France (prior to 1997)Mr. Eammon O’Malley Ireland (from December 1997)Ms. Jo Quarcoopome, Secretary United Kingdom Project TeamMr. Francis Schubert Switzerland (prior to 1996)Mr. Luc Staudt IFATCAMr. Jur van der Wees The NetherlandsMr. Michael Weldon Ireland (until December 1997)

EUROCONTROL

Headquarters (Brussels)

Mr. Gerry Clinton, DIS/HUM (from December 1997)Licensing Project Manager

Mr. Lance Newlands, DIS/HUM (until December 1997)Licensing Project Manager

Mr. Tony Licu, SRU (from January 2000)Safety Regulation Expert

Institute of Air Navigation Services (Luxembourg)Mr. Pat O'Doherty, Training Advisor TDH Unit

DOCUMENT CONFIGURATION

Ms. Carine Hellinckx EUROCONTROL HeadquartersDIS/HUM

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